~- -~~

.. ~ THE RESTORER'S CORNER by J. R. NIELANDER, JR.

Many stories have been written about finding antique airplanes in barns, been available in plans form. Examples are the Great Lakes Trainer, Heath garages, on mountain sides, in jungles, and even submerged in lakes. Each Parasol and the Mooney Mite. The old familiar J-3 Cub has been brought of these stories gives us antiquers renewed hope that we, too, will some back to life in both plans and kit form as the CUBy. Besides these there are day find the antique airplane of our dreains in some extremely unlikely many more which would make beautiful and relatively easy replicas to location and will pack it up and cart it hqme to our garage to be restored build if the plans were made available. To name just a few, there are the and preserved for posterity and, incidently, to win us a few Grand Champ­ Aeromarine Klemm, Driggs Dart, American Eaglet, Aeronca C-3 and K, ionships along the way. While most of these stories which we hear and Curtiss-Wright Junior, Buhl "Bull Pup", Spartan C-2, Rearwin "Junior", read are true, these finds are really becoming more and more infrequent. Taylor Cub, and Wiley Post Model A. All of these designs have one common Let's face it. We can actually ascertain the number of aircraft built by each denominator. Their horsepower requirements are such that they can be manufacturer from the start of Type Certification in 1927 up to World War powered by an engine of the Volkswagon class. II. This was only a span of fourteen years. If we were to total up the an­ If one wants to go to the next larger size aircraft with more horsepower, tiques known to exist today (flying, in storage, or being restored) and then designs such as the Monocoupe, Savoia-Marchetti S-56B Amphibian, add a reasonable percentage factor for the aircraft totally destroyed, we Fairchild 22, Kinner Playboy, and Sportwing, Rearwin Sportster and would find that the difference, namely, those which have not as yet been Speedster, Kari-Keen, Aeronca LC Davis 0-1, Inland Sport, Crosle found, is a very small number. Moonbeam, Mohawk "Pinto", Arrow "Sport", and Culver Dart and Cadet Since we are attracting more people to our hobby all the time and want could also be very interesting replicas. to continue to do so, what is the solution? How can we come up with There are also numerouS beautiful designs from Europe. The Chilton enough old aircraft so that everyone who wants a vintage airplane can have D. W. 1, Miles Hawk, Tipsy Sportster and Junior, and Klemm KL35D one? The answer can be found in one word: REPLICAS. are just a few excellent examples. There is much to be said for the replica. First of all, it is usually a well All that is needed to give impetus to the antique replica movement is proven design. Second, it is easily recognizable as a rare bit of aviation the availability of good usable drawings. Many of us have partial or even history, and only an expert can distinguish it from an original if the builder complete sets of drawings for one or more of these old aircraft. We have sticks religiously to the plans. Third, replicas come in all sizes, shapes them stored away in a closet or in the attic or basement. Some sheets are and horsepower to fit all sizes of pocketbooks. so faded as to be almost unreadable. However, in the hands of the right Among the more exotic, and sometimes more expensive, replicas are technicians with the proper equipment, the faded lines could be brought out, the World War I fighters, especially so if the builder decides to use an and using today's techniques, these plans could be copied and reprinted in original engine. There are several organizations devoted to fostering the an exceptionally legible form. Then they could be made available to those construction of World War I replicas, and they are enjoying moderate vintage aircraft enthusiasts who are unable to find the basket case of their success at the moment. Through these organizations information is available choice to restore as well as to those who would just feel a lot better knowing to help the prospective builder obtain plans and parts. We can expect these that they, themselves, had built their own vintage airplane and that it had groups to grow to a much larger size as more interest is generated. been constructed using all new materials. It's an interesting prospect for There are several certificated aircraft of years ago which are now or have the future, isn't it? OFFICIAL MAGAZINE EDITORIAL STAFF ANTIQUE / CLASSIC DIVISION of THE EXPERIMENTAL AIRCRAF.T ASSOCIATION

AUGUST 1976 VOLUME 4 NUMBER 8

The Restorer's Corner ...... 1 Publisher Editor Assistant Editor Paul H. Poberezny AI Kelch Lois Kelch A Silver Eagle - Part II ...... ,.... . 3 Watsonville ...... , ...... , .. , 7 Vintage Album ...... 9 ANTIQUE AND CLASSIC DIVISION OFFICERS Centributing Editors H. N. " Dusty" Rh odes Gates Flying Circus ...... 11 PRESIDENT VICE-PRESIDENT Evand er Britt J. R. NIELANDER, JR . Treasure Hunt ...... 13 MORTON LESTER Jim Barton P. O. BO X 2464 P. O. BOX 3747 Bill Menefee ...... 13 Claude Gray FT. LAUDERDALE, FL 33303 MARTINSVILLE, VA 24112 Ed Escallon Early Bird Vignette - Bobbi Trou t ...... , 16 Rod Spanier Whistling In The Rigging ...... 17 SECRETARY TREASURER Dale Gustafson National Ercoupe Fly-In ...... 18 RICHARD WAGNER E. E. " BUCK" HILBERT Henry Wh eeler P. O. BO X 181 8102 LEECH RD . Morton Lester Calendar of Events ...... , ...... 18 LYONS, WI 53148 UNION, IL 60180 Kelly Viets Directors Bob Elliot EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP Term expires August '77 Term expires August '76 Jack Lanning Bill Thumma Claude L. Gray, Jr. AI Kelch Glenn Buffington 9635 Sylvia Avenue 7018 W. Bonniwetl Road NON-EAA MEMBER - $34.00. Includes one year membership in the EAA Antique/Classic Division, 12 ADVISORS o Northridge, Cali fornia 91 324 Mequon, Wisconsin 53092 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa­ W. Brade Thomas. Jr. tion, 12 monthly issues of SPORT AVIATION and separate membership cards. James B. Horne Evander M . Britt 30 1 Dodson Mill Road 3840 Coronation Road Box 1525 o NON-EAA MEMHER - $20.00. Includes one year membership in the EAA Antique/Classic Division, 12 Pilot Mountain, North CArolina 27041 Eagan. Minnesota 55122 Lumberton, North Carolina 28358 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa­ tion and separate membership cards. SPORT AVIATION not included. George E. Stubbs M . C. " Kelly" Viets Robert A. White o EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic Division, 12 monthly Box 113 RR 1. Box 151 1207 Falcon Drive issues of THE VINTAGE AIRPLANE and membership card . (Applicant must be current EAA member and Brownsburg. Indiana 4611 2 Stilwell. KS 66085 Orlando. Florida 32803 must give EAA membership number. William J. Ehlen Jack C . Winthrop Route 8, Box 506 3536 Whitehall Drive Tampa. Florida 33618 Dallas. Texas 75229

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc. and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales Corners Post Office, Hales Cor­ ners, Wisconsin 53130 and Random Lake Post Office, Rand om Lake. Wisconsin 53075. Membership rates FRONT COVER PICTURE· BOX for Antique Class aircraft. Inc. at $14.00 per 12 month period of which $ 10.00 is for the publication of THE VINTAGE AIRPLANE. M embership is open to all who are interested in aviation. (Back Cover) Painting of 1918Jenny by Ralph Steele. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Jim Nissen's 1918 Jenny won Grand Curtiss Military Tractor. From Jack Hales Corners, Wisconsin 53130 Champion at Watsonville see Page 7. Rose collection 1918 pictures.

Copyright il 1976 Antique Classic A ircraft . Inc. All Rights Reserve:!. 2 A SILVER

Eagle (~ -

PART II (Highlights of 1930) A BIOGRAPHY OF E. M. "MATTY" LAIRD

By Robert G. Elliott Ed Escallon 1227 Oakwood Ave. & 335 Milford Dr. Daytona Beach, FL 32014 Merritt Island, FL 32952

The highligh t of 1930 proved to be the design and construction of the "Solution" racer, which became the first and only to win the coveted race for the fastest aircraft of the day. The "Solution" had been built in a record thirty days and was completed just one hour before the race. In the following year, Matty's newest racer, the "Super Solution" became the first aircraft to win the new , setting the trans-continental speed record of 11 hours, 15 minutes, under the very capable pilotage of . An Executive Transport biplane became the next challenge to be designed and fabricated at the Laird factory at Ashburn Field. Construction was mixed with an aluminum semi-monocoupe finely tapering fuse­ E. M. (Matty) LAI RO lage, fabric covered wood wings, and a steel tubing center section. The prototype was built to an order placed by George Horton, President of Chicago Bridge The middle thirties saw the development of a huge and Iron. Special features included an on-board la va­ airline industry in this country. Chicago became a tory and provisions for the eventual incorporation of major airline hub and drew heavily on the aviation fore the . They were his damaged retractable gear. Performance data of the 450 hp proto­ talent in the area. Many of Mr. Laird's employees Wedell Williams, and a partially completed new racer. type included 180 mph cruise airspeed with over 200 went with the airlines during the lean year that en­ Matty's brother Harold was assigned to rebuild the mph at full power. veloped the Laird Company, and a few are still in­ Wedell, which had been a victim of carburetor icing, While the "Sesquiwing" was begun in 1931, the volved in the management of this industry today. causing an engine-out landing in the wastelands of ailing economy together with extensive fabrication After a few years of operation, the DC-3, which had New Mexico. details required for the aircraft, delayed it's roll-out become the airlines workhorse, began to require Its many flights as a basketcase hadn't helped the until 1934. About the time that factory flight tests refurbishment of the fuel tanks due to corrosion. lightweight airframe either. Despite it's condition, were completed, but just prior to their being submitted Matty bid against the Curtiss Company for this work Harold and his team were able to meet the time schedule for ATC certification, Mr. Horton suffered a fatal and won the contract offered by American Airlines. and ready the golden racer for the upcoming National heart attack. Subsequently the airplane was given to In the ensuing years, work on these tanks for Ameri­ Air Races. Joe Mackey piloted this plane in several his Alma Mater, Rensselaer Polytechnic Institute in can, United, TWA and Braniff provided steady in­ subsequent seasons under an agreement with Ros­ Troy, New York. Sadly, the aircraft's subassemblies come for the Laird factory. Matty also contracted to coe. Obsolescence and technical problems prevented were last seen undergoing various stress tests for build passenger loading stands for the airlines. it from ever again placing in a major event. aero-engineering classes. Although no doubt of great Reminiscent of the early thirties period "Matty's Roscoe's second major project was a racer which educational value, it is a pity this one-of-a-kind Laird race-to-the-race" continued into 1937, when Roscoe had been designed by Messers. Barlow and Akerman was not preserved instead of being destroyed. Turner brought in two projects just two months be­ of the University of Minnesota and whose subsequent 3 (Photo Courtesy E. M. 'Matty' Laird) (Photo Courtesy E. M. 'Matty' Laird) ABOVE: Laird Solution, in which Speed ABOVE: The Laird Sesquiwing under construction. Holman won the Thompson Trophy Race in 1930. This aircraft was thirty days old the day of the race, having been completed about one hour before the race began, allowing time enough (Photo Courtesy E. M. 'Matty' Laird) for a short test hop and refueling due to LEFT: Jimmy Doolittle is congratulated by a short postponement of the Thompson Matty Laird after winning the Bendix Race, Race start. September, 1931.

LEFT: Speed Holman.

(Photo Courtesy E. M. 'Matty' Laird) (Photo Courtesy E. M. ' Matty' Laird) Laird Super Solution in completed rig , BELOW: Full view of completed Laird Sesquiwing. ready for a race, construction had been begun by Lawr­ However, the fo ll owing year, the ence Brown of Los Angeles. Va rious Laird-Turner, ra cing as the PESCO technical, personal and financial prob­ SPECIAL, placed first in the Thomp­ lems had erupted during the project son, breaking Micheal De troyat's forcing Roscoe to have the airplane's record speed set two years previously. 1­ assemblies shipped to Ma tty for com­ The 1939 National Air Races were pleti on . A review of the design re­ largely overshadowed by the grim turn vealed a w ing configura ti on which was of events taking place in Europe. unsuitable for the chall enges of the Roscoe, racing for the last time, again Bendix a nd Thompson. The wings were won the Thompson, fl ying the Laird­ disassembled to the spars and rebuilt Turner, w hich for the occasion had with the internal drag bracing lightened, become the 'Miss Champion'. This vic­ as well as a greatl y improved fu selage tory made him the only ma n to ever win attach method incorpora ted . Ex isting the coveted Thompson Trophy th ree ail erons were used , wi th the fla ps ex­ times. Despite th e credit due Mr. Laird, tended to cover the span added to the Roscoe never properl y recognized him. wing. The resulting loading of 50 pounds Ma tty, however, never pressed the issue per square foot was among the highest ... as "That's just the way Roscoe was" . . . used in aircraft at that time, and much Turner's victories, plus those earlier technical comment centered about it. in th e decades by the 'Solution' a nd , Actuall y the wing turned out to be one 'Super Solu tion' gave the Laird Planes; of the really outsta nding aspects of the Th ree FIRST a nd two THIRD places in racer, and it's configuration was widely the Thom pson Races, one FIRST in the co pied in the Second World War's Be ndix, a trans-continental and tri ­ fi ghters. Capitol speed record , in addition to a t Additionally, Matty add ed about a least a dozen different inter- ci ty records. square foot to the elevator surface area, For a small civil based aircraft factory, a nd completely outfitted the fuselage the E. M. La ird Company had won a sructure almost from scratch . La rger la rge proportina te share of the records fu el tanks tha n Mr. Brown had pla nned and races of the thirties, due to the skill on using were included . In many re­ of the em ployees and th e genius of spects the renovation of the Laird­ E. M. 'Matty' La ird . Turner Ra cer was more difficult tha n As this country's involvement in the building a comple tely new aircraft. War became m ore eminent, Matty rea­ When fini shed, a weight check con­ li zed it was going to be pretty 'tough firmed that Matty had eliminated over sledding' for a non-military manu­ 400 pounds of weight just from the fac turer. In an attempt to get subcon­ parts Mr. Brown had shipped him. The tracting work on military aircraft , a LTR-14 was tested successfull y and Chicago fri end persuaded him to con­ accepted by Roscoe, w ho proceeded to sider setting up an aviati on di vision for in it .. . on its second fli ght. a manufac turer o f metal door trim, a t In succeeding years th e Laird-Turner La port, India na. Ma tty looked the opera­ Ra cer served to change the fortunes of ti on over a nd elected to become Vi ce 'tough-luck' Roscoe. During the 1937 President of the Company (l ater be­ Thompson, Roscoe, who was leading coming the La po rte Corpora ti on. ) He the race, was mome ntaril y blinded by bro ught w ith h im a ll his fac tory m a­ . (Photo Courtesy E. M. 'Matty' Laird) the sun while rounding a pylon. Turn­ chinery, equipme nt a nd materials, but photograph made at 1930 Chicago National Air Races which were conducted ing back to recircle th e pylon, he lost retained personall y all his airplane at Curtiss-Reynolds Airport, Chicago. 'Speed' Holman is shown at right his lead to Ea rl O rtma n a nd Rudy Kling. designs. The La porte Corpora ti on s uc­ rounding a pylon in the Laird Solution. Upper center is what is believed In a last minute burst of speed, Rudy cessfu ll y me t the chall e nges of wartime to be the plane of Arthur Page, who was pulling out of race. Page m ade a drove the diminutive Folkerts racer ma terials shortages with a labor force crash landing and died of injuries, wh ile Holman went on to win the Thomp­ past Ortma n to w in. Roscoe foll owed consisting mostly of women. Although son Trophy Race. in third place. untrained , a nd faced w ith schedules 5 (Photo Courtesy Roger Don Rae) ABOVE: Laird-Turner, Pesco Special which Roscoe Turner flew to victory in the Thompson Trophy Race in 1938.

(Photo Courtesy E. M. 'Matty' Laird) (Photo Co urtesy E. M. 'Matty' La ird) BELOW: Matty Laird, center, surrounded by his fellow craftsmen Laird-Turner on the line after being rebuilt by the E. M. Laird Airplane at the Laport Corporation during WWII. The vertical fins of the Company. Note the familia r Laird trademark on th e tail. B-24 behind are autographed by all members of his work force.

that doubled every month, they rapidly received the order for his training grew into a skilled team under the able plane. guidance of Matty. His talents in pro­ The wartime production of the La­ duction were directed to the production porte Corporation was a credit to Mr. of B-24 and SB2C vertical fins, complete Laird's inge nuity in training and mus­ e mpe nage groups for Martin B-26's tering every effort from his employees and numerous other items such as wing during the critical time of his country's flaps, radio cabinets, crew bunks and need. d e-icer tanks for the Martin PBM. At the War's end, Matty restudied the designs he had worked up for civilian Matty never had any interest in airplanes before the War. One particu­ Military aircraft, with the possible larly appealing model was a 4 place, excepti on of building a trainer for the high wing m onoplane, with a semi­ Armed Services. He had lost an early monocoupe aluminum fusela ge and bid for a trainer in the La ird Swallow wooden w ings. Plans were .. . to use days, when Major Reuben Fleet, a a new six cylinder inverted engine that procurement officer for the Army, vetoed Continental was developing. In con­ the purchase. Major Fleet later resigned sidering th e capitalizati on costs in­ from the Service and organized the volved which had doubled since the Consolidated Aircraft Company, who thirties, and knowing first-hand, the 6 boom-bust market that followed the previous War, Earl W. Swaney Matty decided to retire from the aviation business. 525 Saratoga Ave. An additional factor which prompted his decision Santa Clara, CA 95050 was the fact that his daughter had contracted polio. At the time, the only known treatment was frequent The weather was perfect! The airshow immersions in warm water combined with physical was excellent! Ground and flying activi­ therapy. Consequently, Matty decided to move to a ties were varied and interesting! warmer climate, choosing Boca Raton, a small com­ But, these variables only added to munity on the lower east coast of Florida. There, he the luster. The real stars were the air­ and his lovely Elsie, whom he married in 1933, devoted planes. More than 400 of them. themselves to raising their son and daughter. Reading down the rows of prop cards In later years the Lairds purchased some land in was like reading from volumes of avia­ the Lake Toxaway area of North Carolina where they tion history. All the names were there: built a home. The lake had been a millionaires hide­ The Laird Speedwing "Solution" Waco, Ryan, Stinson, Stearman, Travel­ away in the early 1900's until the dam supporting it (Prat & Whitney Wasp Junior Engine) Air, Beech, Cessna, Great Lakes, Fleet, Kinner, Davis, Fairchild, Standard, burst in 1916, flooding many of the lower communities. Winner 1st Place - Thompson Trophy Race ­ Curtiss, Pitcairn, Piper, Taylor, Har­ Ironically, the lake was later re-damed after the Laird's Chicago, III. Sept. 1, 1930 low, Spartan, Howard, Bucker, Meyers, built their home, and the high water level forced Average Speed 201 .91 M.P.H. for 100 mile race Aeronca, and even Ford. them to again move. Later they purchased an adjacent (20 laps around a five mile course) The event was the 12th annual West home on the lake shore. Currently they spend their Piloted by C. W. "Speed" Holman summer months enjoying this beautiful mountain lake Coast Antique Aircraft Fly-In and Air area, while wintering in their fifty year old Spanish Show held at Watsonville, ' California style home in Boca . over the Memorial Day weekend, May In 1967 Matty became President of the Early Birds, 28, 29 and 30. an International organization of pilots who made their Each year the fly-in is co-sponsored first flight before December 17, 1916. Mr. Laird also by the Northern California Chapter of became active in the Connecticut Aeronautical His­ the Antique Airplane Association and torical Association's restoration of the 'Solution' the Watsonville Chamber of Commerce. beginning in 1964. The pilots these planes brought to He first became acquainted with the Florida Sport the fly-in unanimously agreed this Aviation, Antique and Classic Association at the year's meet was " the best yet." They Remuda Ranch Fly-In during November of 1974, came from all over California and from where he was an honored guest. There too, he joined Oregon, Washington, Idaho, Nevada, the EAA. In recognition of his many achievements Utah, Arizona, and even one from prior to 1940, Mr. Laird was awarded the coveted Minnesota. Silver Eagle Membership in the Association. Since There were many full-fledged antique then the Lairds have been very active in the EAA, airplane buffs among the 30,000 visitors being honored among the Aviation Greats at Oshkosh, to the show. But most of them came to 1975, and appearing at many EAA functions through­ see the airshows put on each day. out the State of Florida. Highlighting the aerobatic routines His present work on the EAA's restoration of the were veteran performers such as San 'Super Solution' has brought him back, full circle Francisco's Don Carter flying an au­ . . . to th e very work to which he devoted his life thentic Bucker Jungmeister, Jim beginning in 1910 ... that of building the finest air­ Mandley in a homebuilt Steen Skybolt, craft in the country. Eddie Andreini in a stock Stearman, At eighty years on November 29th, 1975, Matty and Amelia Reid in a Bellanca Decath­ has been described by his friends as "a Volkswagen lon. wi th 80 horsepower". Grand champion award went to Jim The Florida Association and th e Experimental Air­ (Photo by Robert G. Elliott) Nissen for his 1918 Curtiss IN-4 craft Association are very privileged to know and be Matty and Elsie Laird enjoy their mountain re­"Jenny". Nissen, from Livermore, CA, able to work with people of Mr. Laird's background, treat on the shores of Lake Toxaway, North retired from his position as airport energies and character. Carolina, and sat momentarily for this photo­manager at San Jose Municipal Airport Mr. Laird ... a true genius and pioneer of Ameri­ graph in July of 1975. last August and has spent the time since can Aviation. th en res toring the Jenny. He purchased it in 1958 after a friend found it in a 7 barn in Oregon and told him about it. Virgil Adair Congratulates Jim Nissen (on left).

~

Watsonville Grand Champion Jim Nissen's 1918 Jenny

Nissen has restored the Jenny to its to be the only one of its kind flying day morning, and the Awards Dinner In the over 100-horsepower category, original configuration as a trainer used today. Sunday night. Richard Collins of Portola Valley, CA, by the Army Air Services at Love Field Best Homebuilt Award in the show Of the 428 display aircraft, 86 were coaxed his Swift off in 250 feet. in Dallas, TX. It is painted an ochre color went to a Bede BD-4 owned by Don antiques, 74 warbirds, 160 neo-c1assic, Rate of climb under 100-horsepower and has a brightly polished brass radiator Phillips of San Jose, CA. and 105 homebuilts. In addition about winner was Phil Garris of Reno, NV, for its OX-5 engine: The stru ts and other 76-year-old Virgil Adair flew his 500 modern aircraft brought flying in a Piper L-4 climbing to 200 feet in woodwork is finished natural and highly Ranger-powered Ryan PT-22 from spectators to the event. 19 seconds. Over 100-horsepower varnished. The fuselage wood was in Lewiston, Idaho, and took the award Co-chairmen for this year's fly-in award went to Orrin Anderson, River­ such good condition that Nissen was for the oldest pilot. Adair's original were Bob DeVries for the Antiquers side, CA, in a Cessna 170, also 19 able to use about 90 percent of it in pilot's license was signed by Orville and John Payne for the Watsonville seconds. his restoration. Wright. Chamber of Commerce. The Antiquers plan to use their share Mayor's Trophy winner, a 1929 New Robin Reid, 17, of San Jose, took In the flying contests, Russ Weil of of the proceeds toward establishment Standard NT-I, Navy trainer, (D-29A honors as the youngest licensed pilot. Sunnyvale, CA, pulled his J-3 Cub into of a museum to display these rare birds civilian) is owned by George Dray of The varied activities for participants the air after a run of 150 feet to take and other aviation history memorabilia. Concord, CA. This New Standard is one included an Oktoberfest party Satur­ first place in the short field takeoff con­ of six built for the Navy and is beli eved day night, a lumberjack breakfast Sun­ test for planes under 100 horsepower. 8 ...

~~ ~"' ... Vintage 'I . '", Men and Their .,... l . ~ ,. . ' :%~ . ~ ~.,.,.~ .,.J'~ , ":' '~-~~ . -...... ~...... ,:', . . .r ...... 1929 NC 8719 1941 Vultee BT 13A N55642 Owner: Max Robertson, Vancouver, WA Owner: Gary Giannandrea, Areada, CA -

_____ , -­ ' -': ,iZ " It - ,1::.1 " -, .. ~ I i " '. ~ • ' j " NC 6130 1936 Stinson SR8B Ole Fahlin says, " This prop has got to go". Jim Nissen receives the Grand Champion award Owner: Gregg Caldwell, Vancouver, WA Owner: Ernie Fillmore, Los Gatos, CA for his Curtiss IN-4 Jenny from fly-in queen , Amelia Reid.

~

1931 Travel Air 12K Ford Tri-Motor 1930 Stearman N788H - Owner: Ray Gail Turner added a touch of glamour to he Owner: Paul Lawrence, Battle Ground, WA Owner: Irv. Perch, Morgan Hills, CA Stephen & Gabby Hansen, Santa Clara, CA homebuilt Fly Baby. Gail took first place hor. ors in the rate of climb contest for homebuilt~

WA T S (

, ~ If you want to meet a group of congE just must attend one of the WatsonvillE 28th - 31 st, and came away impressed all, the comaraderie of the people, fror who come out by the thousands to ae cluded Fly-Bys, Contests, Aerobatic S The grand finale was a beautifully organ 1934 Krider Risner 831 N 1929 Davis V3 # 848H - Owner: Clyde Gail McCullough has worn out 5 engines we're coming back, Owner: John Reid, San Jose, CA Bourgeois, Santa Barbara, CA for a total of 5800 hours on her Cessna 190. r~---

>-=::­ .---" Album It.!~ .~/. . tage Machines ~ ~.- ~ ' -­ . 1929 Pitcairn Mail Wing - Owner: Don Fairchild 24 N81386 .-v~ ~-:: ~~ ~,~...... -v~ ~ . ~~ ~ - Clause, Astoria, OR, passenger brother Owner: Claude Gray, Northridge, CA Terry.

Winner of a Special Award for Golden Age First place winner in the Classic age open 1929 New Standard # 155M 1929 Student Prince N10471 through Neo-classic was this Harlow PJ2C monoplane category was this Fairchild 22 Owner: Geo. Dray, Concord, CA Owner: James Turrell, Sedona, AZ owned by Mel Heflinger of Redondo Beach, CA. I owned by Kal Irwin of Pasadena, CA.

Vew Standard D-25A, 5-place open cockpit ' Second place winner in the Golden Ag~ John Reid, who was the official announcer Ruth Spencer's " Baby Stearman" _ )wned by Irv Perch of Morgan Hill, CA. " The open biplane category was this Fleet 7 and did an admirable job. parked beside hubby's big job. =Iying Lady", is for Irv's wife Jan who is the owned by R. Von Willer of Spring Valley, """Q lying member of the family. CA.

~VILLE

hard working flying enthusiasts - you ifornia Fly-Ins. We did just that on May the airplanes,the weather, and most of participants to the enthusiastic public the beautiful airplanes. The activity in­ , and even a " lumberjack" breakfast. \wards Banquet. Keep the sun shining - 1935 Fairchild C8C won a special award 1926 Travel Air J4 NC3945 - Owners: Ray Driggs Skylark NC64K for the Golden through Neo-classic ages. & Larry Stephen, San Jose, CA Owner: Don Burkhart, Orangevale, CA (Lois Kelch, Asst. Editor) It is owned by D. Cullum and George Pearson of Vallejo, CA. CO) ~ S '/~ ~ :) ~ l..' ===e ~ ~ I CO) " ~ l..' The Gates Flying Circus had five air­ Pangborn' our Chief Pilot. The men in­ craft carrying passengers at Pough­ quired if the bundle belonged to one of kepsie Airport. The airport was nothing us pilots. Clyde Pangborn acknowledged but a cow pasture with a stone fence at that this was our folding step ladder one end and some trees to the right of used for stunt flying. Pangborn ap­ us. Saturday was a very successful day proached me and asked if 1 had these - all five aircraft were busy all after­ things in my ship. 1 admitted seeing noon. They carried something like 200 things fall out of my plane while in a passengers. We stopped our operations loop in an inverted position. The two just before dark and checked in one of men informed us that this particular the best hotels in Poughkepsie. We package crashed through the Orpheum were all tired and dirty, but quite rich. Theatre ceiling and landed about 20 All of the pilots operated on a 20% basis feet from the orchestra. The Orchestra and we were making anywhere between was rehearsing and were astounded $75.00 to $100.00 a day. The following by the crash and all the glass falling day, Sunday, we all got out to the airport on top of them. They threatened to about 9:00. Our standard procedure sue the Circus but Pang somehow was go up and do a little stunting and reimbursed them and sent them back looping on the outskirts of the city every to town. 1 was fined $25.00 for this in­ morning. (I had forgotten that after the cident bu t on this same night, I recovered previous day - all the step ladders and more than the $25.00 in a poker game. stunt paraphernalia was stored in my This was not a very happy incident for ship.) 1 took off with my parachute me. jumper in the front seat and climbed up After a weekend at Troy, New York to 3000 ft. and commenced looping. we proceeded with seven ships to Pitts­ Lee Mason - With Gates Flying Circus We of the Gates Flying Circus were field, Mass. The whole town was plas­ 1927 using Hisso Standards modified to tered with great big placards "Gates more came. $3.00 and $5.00 passengers This is another incident of the Gates take 4 passengers in the front cockpit. Flying Circus - the World's Best Pilots". were shoved into the same airplane Flying Circus the same autumn of All Standards were powered by 150 to Our advance man had made a deal with and had the same kind of ride. The aver­ 1927. The Gates Flying Circus had four 180 engines. While looping 1 had ap­ the local newspaper - he was to pro­ age ride was about a minute and a half aircraft at Troy, New York airport. It parently drifted over the center of vide us with about 50 papers that we long. At 3:00 in the afternoon, five planes was a successful 3 day stand. We carried the city. On one of my final loops I were to drop off close to the field. Who­ were down with some trouble or other. something like 500 passengers the 3 hung the airplane in an upside down ever picked up a paper with a lucky tick­ There were only 2 ships left. At 8:30 days. Monday morning we were getting position and stalled it. Things began to et in it went for a free ride in one of our p.m. it was getting dark - we quit fly­ ready to leave for Pittsfield, Mass. fall out of the cockpit including my ships. ing and there were still a number of Things were kind of dull. parachute jumper, who desperately We started flying early in the morning passengers in the corral. The boss said A pilot, who I was instrumental in hung onto a couple of struts. 1 saw about 9:00. The more we flew, the more Joe why don't you take one more load? getting to join Gates Flying Circus by bundles of tools, our step ladder and passengers came out, to line up for rides. Reluctantly I took off with 4 people. the name of Ray Ahern, approached other things leaving the cockpit. After Mac McKay was flying a Curtis R, a three On the way back 1 could hardly see the me and made a deal. He said "Joe, the flight was over, I landed and pro­ cockpit job powered by 450 hp 12 cylinder field. I took my glasses off and unfor­ you see that little flag on top of the tent ceeded carrying passengers as though Liberty engine. We were using straight tunately a bumble bee hit me in one eye. where all our supplies are stored and nothing happened. A couple of hours commercial gas as supplied by Texaco 1 made a blind landing from about 50', where our manager, was still asleep." later, a couple of men appeared on the Company. Mac's Curtis R was bouncing overshot the field and knocked off a 1 said "Yes 1 see the flag" . He said ''I'll field carrying a bundle under their over the bumps for take-off and belching couple of headlights of a nearby car with bet you $25.00 that you can't knock that arms. They asked to see the manager black smoke out of both sides. Mac was my wing tip. It was a rather sad ending flag down in two attempts". I said ­ of the Flying Circus - he was Clyde leaning out one side to see where he to my record passenger carrying day. "You're on". I took off and circled was going and getting his face full of I broke the record for the year - carried the airport and dove for the flag, attempt­ the black soot. That day Mac said "the $700 .00 worth of passengers in one ing to knock it off with the landing gear. blacker I am the richer I am" which was ship in one day. On the other hand, the My first pass was unsuccessful and I LEFT: Joseph R. James and Marion very true. next day 1 spent repairing my wing tip, made a second attempt, which was also Wells - Gates Flying Circus at Green­ We kept flying without hardly a stop wondering if I could catch up wi th the unsuccessful. The third pass 1 really field, Mass. 1927. - the more passengers we carried, the rest of the circus. had to do it. 1 took half of the mast and 12 I told the passengers that one of my wings was too heavy and I lost control of the ship. The next morning the newspapers in Ithica had a headline "Two engineers escape death in a disabled airplane". The reporter mis­ interrupted my statement on th e fi eld and said the pilot admitted that he flew off the wing (?) The passengers happened to be two engineering pro­ fessors at Cornell College. It was miraculous that the fu selage didn' t have a crack and new wings were shipped in from H ackensack. The fuse­ lage was hauled down, the new set of wings a~tached and new propeller installed and the aircraft continued to barnstorm its way down to Florida. This incident finished me w ith Gates Flying Circus. The crates were getting out of ri g and were showing signs of lack of maintenance. I collected what was coming m e from Irwin Gates and returned to Hackensack, NJ . It was amazing that in this incident neither Johnnie Runger, Parachute Jumper the passengers or myself even got a GATES FLYING CIRCUS, 1927 scratch. I told my passengers how safe it was to crash an airplane between the the flag leaving only a shred sticking out out of ri g and I couldn't make the ',':' trees. on top of the tent. Ahern, in the mean­ turn to the left as was our pattern. time made another proposition. "Joe, He said Joe, go ahead and take only ;.:;:. I'll bet you $25.00 I can knock the rest two passengers a nd see if you ca n of that flag in three attempts". Naturally, make it. I agreed to that. MENEFEE I agreed. Ahern, in his second attempt I took off with two passengers, knocked down the balance of the fla g. climbed up to about 500 ft., started my In the meantime, with all this noise turn and found out the left wing was The article on the following going on, we woke up the ma nager, still real heavy, a nd I had to use all TREASURE page is printed as a posthumous who rushed out of the tent and was opposite rudder in ord er to keep it from tribute to Bill Menefee, who was shaking his fi st up at the sky while we turning to the left. I was skidding all HUNT killed, along with the owners of a were diving at his tent. over the place and was losing altitude. four place airplane that crashed Here is another incident with Gates I realized I couldn't make th e fi eld July 24, 1976 at Fredricksburg, VA. Flying Circus in September 1927. Five a nd I had to come down at right a ngles Many old timers like Joseph This article had been written .and of our ships descended on Ithica, New to the strip. I picked two of the bushiest R. James have interesting' ma­ submitted prior to the accident. Bill . Menefee was a pilot for United Airlines York. Our fi eld was a narrow strip be­ trees a nd pu t the nose of the Standard terial hid away in dresser tween tall trees on both sides and on right in between them. All four wings :-:.: and he was active in the " Potomac An­ one end was one of the Finger Lakes. crumpled and we were suspended drawers. It is fun finding it tique Aero Squadron", EAA and AAA. As ususal we had the field covered about 20' in the air. I climbed out of and bringing it back to life. His many friends will miss him as will with paying passengers, who were the fuselage and helped the passengers :: :: the numbers that saw him fly at the waiting to get a chance to get in the air. down out of the trees. I returned the HAVE AT IT. FL YING CIRCUS AERODROME at Beal­ Our normal load was four passengers tickets to the two gen tl emen a nd told ton, Virginia. Bill was an accomplished in front just behind the 150 Hispana them to go a head and take their ride pilot and a dedicated antiquer. engine J1 standard. I complained to with one of the other planes. They Clyde that my ship was somewhat agreed. 13 (Photo by.Lou Davis) KCA Balloon Festival. Bill Menefee 's WW I Replica Sopwith Pup in fore­ ground.

By E. A. " Rick" Roki cki 365 Mae Rd. his Sopwith Pup, a replica of Britian's World War I G le n Burnie, MD 21061 modern engine, that is, if you can call a 40 year old T fi ghter was built by Bill Petrone, a professor at 1820 EAA Antique/Classic Division engi ne " modern". The 125 hp Warner radial that the Uni versity of Iowa. It took nearl y seven (7) years In this case, the w heels were removed and skids were powers the Sopwith remains the favorite of WWI to complete and was built fr om origi nal Sopwith installed. La ter, the Pup went back to England where builders because of its small er diameter and relatively plans. The Pup looks every bit the original, the only it was used successfull y as a defense against the giant low weight. The torque values of the original rotary exception being that it does not carry an actual factory Gotha bombers. The Zepplin too was a favorite target engines and that of the Warner are quite comparable. serial number. of the Sopwith Pup. There's no denying it was a great Futher, the gross weight of the replica Pup is within The prototype Sopwith Pup appeared in France in ai rplane in its day. 100 lbs. of the original. Additional deviati ons from May of 1916 with the Royal Naval Air Service and Bill Menefee, a United Airlines Captain (DC-8), the original were m ade as a result of fli ght testing. The shortly thereaft er, with the Royal Flying Corps. It bought the Pup immedia tely aft er completion in Octo­ rudder bar, tail skid and lack of brakes, necessita ted was intended to be a high altitude fighter and was be r of 1973. It was purchased prima ril y because of hi s some changes. The rudder bar was replaced by the more tha n a match against the German Albatross Vll1 involve ment in the FLYING CIRCUS activity at Beal­ m ore sta ndard pedals. The tail skid had to go for ob­ at 16,000 ft. The aircraft remained in service thru the ton, Virginia. The ori ginal aircraft was built with vious reasons and was replaced by a small tail wheel. summer and a utumn of 1917. The Sopw ith was also either the 80 hp Clerget or the 80 hp Gnome. Later The addition of cable operated brakes was the last the pioneer aircraft to be based on a n aircraft ca rrier . models had the 100 hp G nome . Bill's Pup has a more big change. 14 sh owed on the quantity ga"tl ge, a nd while th e replica Pup had a 30 gall on ta nk (the ori ginal had only 20), it was obvious he woul d have to set it down before long. Cla rksburg, West Virginia was the place, he decided since there were maintenance facilities there. He climbed to 6,000' a nd began a slow spiral down . The new tower was not yet acti va ted, but someone saw h im a nd gave him a green li ght to la nd. Winds were 25 to 30 mph with gusts. Remembering tha t the brakes were not the best even under ideal conditions, Bill decided to line up on th e ru nway and take a ligh t crosswind. Ju st aft er touch-down, a severe gust tossed the Sopwith Pup back into the sky like a leaf. Power on for a go-around ... a quick look at the fu el qua ntity showed the tank to be empty. On the d ownwind leg, he decided to land on a grassy area between the runway and taxi strip. The landing roll was less than 40 feet. It didn't take long to rapidly reach the conclusion that crosswind landings with this machine would lead to the inevitable ground loop. Inspecti on of the gas tank showed that the tin had a seam crack and it didn't take much to solder it up and get back into the air. H elped along by a good tail wind, he made the FLYING CIRCUS AERODROME in just under two (2) hours. Some interesting notes on the Pup. It cruises easily at 80 mph. At an indica ted airspeed of 125 mph, (Photo by Lou Davis) one of the wires starts to "sing". When this happens, Bill Menefee doing his thing for the FL YING CIRCUS at he will back off on the throttle and set up his air­ Bealton, Virginia , in his world War I Fighter (Sopwith Pup). speed just under the audible wa rning. Bill intends to keep it that way. When first fe eling out the aeroba ti c ability of the airplane, he found out that it did not slow-roll well at all. Aileron drag slows up the Pup when inverted and it becomes necessary to get the nose down quickly to get enough airspeed to complete the roll-out. There is no inverted fu el or oil system Taxi tests started out as fa st taxi, then tail lift then Pup will just hang there a nd set up a shudder. The insta ll ed and the engine will cut out if left upside off the deck for a few fe et and back again . The maiden first landing was a bit of an ex peri e nce since the cl ose down too long. In addition to that, the airfoil is not fli ght was attempted after the 4th such test. According - coupled design makes it a prime ca ndidate for at all suited to that kind of fl ying . It rolls to the left to Bill, the Pup leaped into the air with less than a 200' ground loops. However, a grassy touch down and beautifully, but not too well to th e ri ght, althoug h it run in very li ght wind. It felt a little tail heavy a nd about 150' la ter it ca me to a sto p. Preparati ons for the is accomplished as part of the aerial pattern he does. needed right rudder correction through out the fli ght fli ght home were started immedia tely. A short loop a nd Cuba n 8's are a pa rt of the routine. to compensate for aileron drag. Elevator pressures Before setting out fr om Ames, Iowa, Bill worked On landing, th e Pup feels fairly s tabl e throughout seemed light in comparison to ail eron feel. Further out a bungee cord arrangement on the control stick th e fl a re and w ill set up a li ght shudder just before testing showed the aircraft to be quite maneuvre­ to compensa te for th e sli ght tail-heavin ess and right the three-point stall. To quote Bill Menefee "at that able and it side-slips beautifully. Bill Menefee says rudder correction . It has been so successful tha t it time, if the ground is in the ri ght place, you'll have a the slip is a very necessary thing in the Pup, since the remains in use without cha nge. The fli ght from Ames pretty decent la nding ." aircraft is quite blind in a head on approach . The rudder to Bealton included five (5) stops a nd a total of 12 At this w riting, th ere are six (6) known Sop with is effective to the degree that proper ail eron input is fl ying hours. The ai rspeed indica tor was suspected Pups in fl ying condition. One is in Canada, a nother extremely important, oth erwise the machine simply of reading low since the aircraft would "slow fl y" in Rheinbeck, NY and another on the west coast. will not turn. What happens in such an uncoordinated at 38 to 40 mph before it would stall out. The second These are repli cas just as N4781 T. The remaining turn is that the wing will drop in the directi on of the day out of Columbus, Ohio, while on a course for two are in th e Shuttleworth Coll ection in England turn but the nose will yaw in th e other directi on. The Fa irmount, Bill smell ed gasoline. A considerable loss and are the only remaining ori ginals. 15 to Cleveland, Aug. 18-26. Although a forced landing near Yuma put her out of the competition, she managed to fly the course and finish at Cleveland a few hours after the winning contes~ tants. Later in the year, with (License 3178), Bobbi established the first in-air refueling endurance record for women. Together they logged 42 hrs. BOBBI 5 min., using a Commercial Sunbeam aircraft powered with a Whirlwind 300, over Los Angeles, November 27-29. The TROUT refueling ship engine gave out, forcing the fliers to land. One of the Southern California This record was upped considerably Ninety-Nines charter members who by Bobbi and Edna May Cooper (Li­ helped call attention to women in cense 13310), Jan. 4-9, 1931. Flying a flying circles was Bobbi Trout who took Challenger , "Lady Rolph", the lead in promoting the Golden Eagle NR749M, they remained airborne 122 aircraft by chalking up a number of hrs. 50 min., again over Los Angeles. impressive record flights. She learned The flight ended after the engine went to fly in early 1928 and then became a bad. Suited up for high altitude flight, Bobbi poses with one factory demonstrator pilot for Golden There were plans afoot for Bobbi to of the Golden Eagles. Eagle. She acquired Transport license attempt a Trans-Pacific flight from 2613, the fifth woman in the USA to do Hawaii to the Mainland the summer so, and was probably the Country's first of '31 in a Lockheed Sirius, however woman test pilot. the flight did not materialize for Elinor Smith and Bobbi Trout with the Commercial Miss Trou t flew one of the early lack of backing. However, she sub­ Sunbeam in which they set the first women's in-air Golden Eagles at the dedication of the sequently piloted one of the three refueling record - November, 1929. Los Angeles Metropolian Airport at Women's Air Reserve Stearmans on a Van Nuys, December 16, 1928. While trans-continental junket, along with the endurance flight of the Army Air Pancho Barnes and Mary Charles. She Corps' Fokker "Question Mark" was participated in local air shows with underway, Bobbi tookoff for her first Gladys O'Donnell, Margaret Perry non-refueling endurance attempt from Cooper, Clema Granger, Aline Miller Van Nuys Airport. Using a LeBlond 60 and Yolanda Spirito, among others. hp Golden Eagle, she remained aloft Bobbi Trout has always had the ingenu­ 12 hrs. 11 min., Jan. 2, 1929. Using the ity to meet her goals, working hard for same plane and flying from Mines Field her accomplishments. To supplement (now Los Angeles International), she her earnings in the early days, she owned boosted the women's non-refueling rec­ and operated a service station. Prior to ord even higher Feb. 10-11 with a flight WWII she hit upon the idea of salvaging of 17 hrs. 5 min. While setting this rec­ the discarded rivets from the various ord she made the first all-night solo flight aircraft manufacturers, sorting and by an aviatrix. readying them for use again. 1929 continued to be a stellar year for Currently and since 1960, she has been Bobbi Trout. She flew a 90 hp Golden in real estate in the California desert at Eagle to 15,200', a new women's altitude Palm Springs. She still finds time to do record for that particular category. In some inventing, prospecting, cycling, latter summer she entered the Golden hiking and touring in her beautiful mo­ Eagle, 90 hp Kinner, R223M, in the First bile home - and occasionally she will Women's Air Derby from Santa Monica reflect fondly on the flying years. 16 chairmen throughout the past year, I ca n attest to the I know that th e vast majority of the people attend­ hard work a nd dedica ti on they put forth. The Board of ing Oshkosh 76 thoroughly enj oyed themselves. For Directors of the Experimental Aircraft Associa ti on the few that may have felt tha t they were not treated expressed praise throughout th e Convention for the properl y, please understand that your fell ow members operation of the AntiquelClassic activities. spent 12 to 14 hours per day (using their vacations) to One of the highlights of the 1976 Convention was make this event possible. Everyone is doing the best the " History of Flight". Where else could an aviation humanl y possible. Unfortunately, those who should e nthusiast go a nd see so many examples of the ai r­ be reading this never will because they are not members. craft that have shaped our aviation he ritage. Because of uncooperative weather conditions, the 1908 June Bu g was unable to parti cipate in this progra m. But those who were abl e to stay through Saturday were able to see this ra re bird ta ke to the air that evening. This year a great d eal of work went into stream­ EDITOR'S NOTE lining and improving the overall awards program for the Convention. The judging methods in each cate­ gory (custom, antique, classic and warbird) under­ Due to the heavy load on everyone at Con­ went great change, trying to bring in as much obj ecti vity vention time, this month's issue and probably as possible. The awards progra m puts one "between WHISTLING IN THE RIGGING a rock and a hard place". There are so many outstanding the next, will be slightly late. Bear with us and By aircraft and individuals, that there are not enough we will get back on schedule soon. Tom Poberezny awards for all who deserve them . To eliminate the The November issue will be dedicated to awards program would be wrong. To ex pand it would Oshkosh and the Greater 1976 EAA Convention. dilute its quality. Much was learned a nd I am sure I invite anyone having interesting pictures and The 1976 EAA Convention is now his tory. This tha t next year's system and criteria will be much im­ stories to contribute - DO SO IMMEDIATELY! year's event was the most successful one yet for many proved again . I cannot promise that all will appear in reasons: A special word of recognition should go to Director print, those that have interesting copy and repro­ Attendance was the largest in the 24 year hi story Al Kelch for the work he did in developing and build­ ducible photographs will be given all considera­ of the EAA Convention. ing this year's awards. The top trophies presented I invite anyone having interesting pictures and Volunteers turned out in record numbers to featured a beautiful bust of . Many assist with th e numerous tasks associated with of the plaques had a reli ef of Speed Holman, complete tion. It is your magazine and I will continue to the operation of the world's largest aviation with helmet and goggles. The purpose of these new make it reflect the likes of the membership. It is event. awards is to recogni ze EAA'ers wi th a trophy that ca n up to you to keep me informed of those likes. The quality of restoration and construction only be earned at your nati onal conventi on. It cannot Stories about adventures going and coming again improved. be purchased anywhere. It is something that all will from the Convention, camp ground activities, I could list numerous other factors, but the point be proud to display in their homes and carry great interesting anecdotes that took place at the Con­ is that by far the majority of those attending and par­ meaning. vention, and things with just plain old human ticipating ca me away happy and proud of their organi­ It was my pleasure to talk with many na ti onal, state interest. Remember that the magazine is not a zation. and local government official s, congressme n, and classified column, and stick to things that con­ I want to take this opportunity to commend every media personnel. Many had attended before ... for tribute to the pleasure of the membership. Officer, Chairman and Volunteer and anyone else others, it was their first visit. It was interesting to associated with· the AntiquelClassic Division opera tion listen to th eir reactions and see how they marveled Let's have fun in our unique hobby and not of the 1976 EAA Convention. The organiza tion and at the Convention's size, scope and high standards of take even ourselves too seriously. dedica ti on of all who worked so hard was reflected conduct a nd cl eanliness. The Convention was a smashing success ­ in the smooth operation of your acti vities through­ As I told each one of them, the aircraft on display THANKS TO ALL OUR MEMBERS, and par­ ou t the week. may be the stars o f the show, but the real story is the ticularly those who worked for the enjoyment The size a nd scope of th e EAA Convention con­ people . When you look at th e enthusia sm and hard of THE TOTAL MEMBERSHIP. tinues to grow by leaps a nd bounds. With this growth work that went into making a n event as la rge as your comes the associated problems encountered in the Convention so successful and consider tha t the ma­ handling of traffic, parking aircraft, security, judging, jority of th e work is done by volunteers, it makes th e etc. Having worked with your officers, directors and EAA story that much more amazing.

17 The California group - front row: Dave Kenney, Wayne Olson, Joe Rows and Rows of Ercoupes. Figueras and Jack Owens.

NATIONAL ERCOUPE Fly-In Tahlequah, Oklahoma May 29,30,31, 1976 By Kelly Viets R.R. 1 Stillwell, KA

Yes, they are a special breed . These people who this group was Mr. & Mrs. Fred E. Weick, the designer love and fl y the little two place, twin tailed beauty. of the Ercoupe. The plane they used was a borrowed These are the solid citizens of sport aviation who love 1946 41 5C Ercoupe and I might add that although he is fl ying for fl ying's sake. No aeroba ti cs needed to show 77 he still handles the airplane beautifully (j ust as off what heros they are. Therefore they fly the safest tho' he made iL) of aircraft. The plane that made history as the leader Even though the weather was bad or threatening of the modern, advanced planes, the tri-cycled gear all the time we were there; the usual Fly- In contests Ercoupe. were held . Many trophi es and pri zes were given but This was the second annual Fly-In headed up by mostl y there were fri endships made or renewed and Dub Hall of Tulsa, Oklahoma. He, with Alverna Williams lots of looking and hangar fl ying. of G rand Prairie, Texas as Co-Chairman, and their With the assembly of all these Ercou pes, one was numerous helpers who wrote hundreds of letters to abl e to see them from the meticulously maintained all Ercoupe owners, backed by Skip Carden and Coupe factory original to the excellent modified versions. Capers did a fantasti c job. Edna and myself and the Row aft er row were lined up - each an example Internati onal Ercoupe Association helping them fro m showing to all w hat pride of ownershi p ca n mean. the side lines. Frankly, we beli eve this is the way to achieve the By Fl y-In time they had 240 pre-registered planes. much search ed fo r, but never achieved goal of safety If the weather East of the Mississippi had cooperated in fl ying. No Government regulations, no doctrines the 240 number surely would have been reached and or threa ts can achieve one- tenth th e excellance just passed . With thunder storms predicted and in action, a small amoun t of pride ca n. THAT is what we saw with tornados in Oklahoma and rains that turned into there - pride of ownership. It is a shame that more flo ods in Tulsa, just 50 miles away, there were still people could not have seen this event. You woul d 140 planes that mad e it . have heard the words of praise and admiration that Dr. Joe McCawley and Sharon talk­ Forty-two States were represented . Keith Whiting the Ercoupe owners continuall y hear fro m the public. ing with Fred Weick, flew wing together fle w in from as far away as Alaska , 35 fl ying hours. Everyone w ho was there this year plus all the others from Florida . LaRoy Wright a nd his wife Eil een arrived fr om Oregon, who couldn't make it are already making plans to be six planes fl ew in from California. There were three able to attend next year. Look for a continued interest Ercoupes that came in from Florida. One couple from and grow th of this Fly-In n ext year.

AUGUST 29 - SEPTEMBER 6 - BLAKES BURG, IOWA - 6th Annual SEPTEMBER 17-19 - GEORGETOWN, SOUTH CAROLINA - Second Invitati onal AAA-APM Fly-In. Annual Spirit of '76 Fly-In at Georgetown County Airport, South Calendar Carolina. Sponsored by Chapter 543 Antique/Classics, Warbirds AUGUST 30 - SEPTEMBER 3 - FOND DU LAC. WISCONSIN - 11th and Homebuilts. For info rmation contact Herb Bailey, P. O. Box Annual EAA- IAC International Aerobatic Championships. Spon­ 619, Georgetown, SC 29440. (803) 546-2525 days, (803) 546-3357 sored by International Aerobatic Club. nights and weekends. of Events SEPTEMBER 10-12 - GALESBURG, ILLI NOIS - 5th National Stear­ WANTED - Stinson Relia nt SR 5 or SR (straight wing). Will man Fly-In. Contact Jim Leahy, 445 N. Whitesboro, Galesburg, pay good money for a rebuildable with all part present. Tom Rench, IL 61401, or Tom Lowe, 823 Kingston Lane, Crystal Lake, IL 60014. 1601 Circlewood, Racine, WI. 18